Multiple plunger fuel injection pump

ABSTRACT

A multiple plunger fuel injection pump having compact arrangement of the fuel supply pump, a high speed governor, an automatic fuel timing, fuel quantity, and programing of fuel delivery.

United States Patent Dreisin 14 1 Feb. 6, 1973 i 1 MULTIPLE PLUNGER FUEL[56] References Cited INJECTION PUMP UNITED STATES PATENTS [75] InventorAlexander Dreisin, Olympia Fields 2 813 523 11 1957 Bischoff 123 139A13,39s 729 8/1968 Maddalozzo... .....123/139 AP [73] Assignee:Allis-Chalmers Corporation, Mil- 7 waukee, W18. 3,673,996 7/1972 Dreisin..l23/l39 AP [22] Filed: Sept. 15, 1971 Primary Examiner-Laurence M.Goodridge [21 1 p]. No.2 180,689 Assistant Examiner-Cort R. FlintAtt0rneyArthur L. Nelson et al.

[52] US. Cl....123/140 R, 123/139 AB, 123/139 AP,

l23/l39R [57] ABSTRACT [51] Int. Cl ..F02m 59/00 A multiple plunger fuelinjection pump having com- [58] Field of Search ..123/140, 139 Parrangement of the fuel pp y p p. a g speed governor, an automatic fueltiming, fuel quantity, and programing of fuel delivery.

10 Claims, 12 Drawing Figures ll l -l1l PATENTEDFEB' 6 1915 3,714,935SHEET 10F 4 FIG. 2

41 P11 Fm FIGI 0 9Q INVENTOR Al ExANDER DREISIN ATTORNEY PATENTEDFEB6l973 3,714,935

FIG. 3

INVENTOR ALEXANDER DREISIN ATTORNEY PATENTED FEB 6 I975 SHEET 3 OF 4INVENTOR FIG. 5

MULTIPLE PLUNGER FUEL INJECTION PUMP This invention relates to a fuelinjection pump for an internal combustion engine and more particularlyto a multiple plunger fuel injection pump having a supply pump builtinto the housing per se, a high speed governor occupying a minimum ofspace, and an automatic fuel control linkage for controlling the timing,the quantity and the programing of fuel delivery for the fuel injectionpump.

Multiple plunger fuel injection pumps have not been used as extensivelyin the past as the distributor type pumps or the unit fuel injectionpump. One of the disadvantages of the multiple plunger fuel injectionpump is its size, and the conventional dephasing mechanism of the fuelinjection pump for the timing change with speed changes is a bulky and arather complicated structure. The dephasing mechanism transmits torquefrom the engine to drive the fuel injection pump. The lack ofreliability of the dephasing mechanism and the additional installationlength required between the pump drive shaft and the pump itself in manycases cannot be tolerated. This space is very costly on the engine, andsometimes, especially in the smaller models, it is just not available.With the diesel engines of increasing speed, which is the modern trend,it has become more necessary to dephase the fuel injection pump and tocontrol the beginning of injection with relation to the engine in orderto obtain the best starting properties and combustion efficiencythroughout the engine speed range.

The multiple plunger fuel injection pump is inherently a larger pumpthan the distributor type pump. Accordingly, any control mechanism whichoperates in response to a speed responsive device for controlling thetiming and quantity of fuel injection must be arranged in a compactmanner and designed to occupy the smallest space requirement possible.Accordingly, this invention provides for a fuel supply pump which ispositioned in the housing per se of the fuel injection pump to pump fuelinto the cavity in the housing occupied by the camshaft for driving theplungers of the pump and containing a high speed governor. The supplypump provides lubrication for the bearings of the camshaft, and alsodrives a high speed governor which is positioned immediately below thecamshaft. A control rod is connected to a plurality of control sleeveson the plungers of the fuel injection pump and a control linkageconnected between the governor, and the control rod provides for areciprocal and rotational movement of the control sleeve in response tospeed and throttle control of the engine. The linkage engages a controlmember on the governor which moves in response to speed of the engineand connected to the control rod and fitted on the side of the governorhousing to require a minimumamount of space. Accordingly, the spacelimitations which are inherent with most any engine are overcome by thecompact structure of the multiple plunger fuel injection pump.

It is an object of this invention to provide a multiple plunger fuelinjection pump.

It is another object of this invention to provide a compact arrangementof the multiple plunger fuel injection pump having a high speed governorplaced adjacent the camshaft for driving the multiple plungers of thepump, and a control linkage connected to the governor for controllingthe timing, the quantity, and the torque output of the engine through acontrol rod which is connected to each of the control sleeves of theplungers of the fuel injection pump.

It is a further object of this invention to provide a cam operatedmultiple plunger fuel injection pump having a fuel supply pumppositioned in the housing per se of the fuel injection pump and a highspeed governor driven from the fuel pump with a control mechanism tooccupy a minimum of space and to provide a compact fuel injection pump.

It is a further object of this invention to provide a cam operatedmultiple plunger fuel injection pump having a fuel supply pump mountedwithin an opening in the pump housing for supplying fuel to a fuelsupply cavity in the fuel injection pump and driving a high speedgovernor mounted in parallel with the camshaft of the pump with acontrol mechanism connected between the governor and the control sleevesto provide timing, quantity, and torque control of the fuel injectionpump.

The objects of this invention are acommplished by the provision of a camoperated multiple plunger fuel injection pump. A supply pump comprisinga gear mounted on the camshaft drives a gear driving a high speedgovernor mounted immediately beneath the camshaft. A control linkagecomprising an X-shaped lever provides automatic timing, quantity of fueldelivery, and delivery programing through links connected between theX-shaped lever and the control-rod which in turn is connected to thecontrol sleeves on the multiple plungers of the fuel injection pump. Thefuel injection pump provides a compact arrangement with a minimum ofspace requirement and end plates on the pump housing to accommodatemounting of the fuel injection pump on either side of the engine as thespace requirements dictate.

The preferred embodiments of the invention are illustrated in theattached drawings.

FIG. 1 is a side view of the pump with a section of the pump broken awayon the camshaft center line and the governor center line, and anothersection showing the control linkage.

FIG. 2 is a cross section view taken on line 11-" of FIG. 1.

FIG. 3 is a cross section view taken on line III-III of FIG. 1.

FIG. 4 is a cross section view taken on line IV-IV of FIG. 1.

FIG. 5 is a side elevation view taken from the opposite side as shown inFIG. 1.

FIG. 6 is a cross section view taken at various levels showing relatedcomponents of the plunger mechanism and control linkage in FIG. 5.

FIG. 7 is a view of the control sleeve and plunger removed from the fuelinjection pump.

FIG. 8 is a cross section view taken on line VIII-VIII of FIG. 7.

FIG. 9 is a view taken on line IX-IX of FIG. 1.

FIG. 10 is a cross section view taken on line XX of FIG. 1.

FIG. 11 is a cross section view taken on line XI-XI of FIG. 1.

FIG. 12 is a graph of cam lift and velocity as related to cam angle.

Referring to the drawings, the fuel injection pump is illustrated inFIG. 1 with sections broken away to more clearly illustrate the relatedcomponents of the pump. It is intended that the pump should run with thepump housing completely filled with fuel at a supply pressure ofapproximately 10 pounds per square inch. The camshaft is shownpositioned without bearing inserts, but directly in the fore cover 1 andaft cover 2 of the pump housing 3. This symmetry fore and aft with theside cover 4, as shown in FIG. 5, permits reversing of the housingwhereby the pump can be placed on either the right or the left side ofthe engine without requiring different parts.

The gear pump 60 is mounted in the fore cover 1 in an openingintermediate the cover 1 and the plate 8 which is fastened to the coverby a plurality of screws 61. The gear pump 60 includes a gear 5 centeredon the drive end of the camshaft 11 which is driven by the dowel 6. Gear5 engages the pinion 7 which is fitted into the pocket as shown in FIG.9 of front cover 1, which are enclosed by the plate 8. Inlet passage andinlet port 63 are in communication with the pockets formed by the gearsof cover 1, and outlet passage 64 and outlet port 65 are also incommunication with the pocket receiving the gears 5 and 7 which is shownin FIG. 9. The gears 5 and 7 cooperating with the ports constitute asupply pump which can be used to draw fuel from the tank, preferablythrough a primary filter and to deliver to the interior of the pumphousing through the port 9 shown in FIG. 2, either directly or through asecondary filter.

The aft plate 2journals one end of the camshaft 11 in the recess 66. Anoil seal 10 is positioned around the opposite end of the camshaft 11which is adjacent the fuel pump 60 on the opposite journaled end of thecamshaft 11.

The camshaft 11 is drilled longitudinally to form passages 12 and 13which are connected by a space between the gear 5 and the front camshaftjournal through the passage 14 to the inlet passage 15. Thisconstruction is shown in FIG. 1 and FIG. 9.

When the fuel pump is in operation, this arrangement allows thecontinuous flow of the fuel from the interior of the pump housing aroundthe outside surfaces of the camshaft bearing journals and from there tothe intake port 63 of the supply pump 60 assuring positive lubricationofthe journal bearings and the cooling flow of the lubricant.

The supply pump gears are utilized to drive a centrifugal type governor.The ratio shown on the drawings of the pump gears is 4:1. The injectionpump is driven at one-half engine speed resulting in the governor speedbeing double that of the engine speed. This allows for a very compactand small governor weight as sembly 16. The governor drive pinion 7 hasa shaft extension 17 with an axial slot 18, shown in FIG. 10. The weightassembly is driven through the clock spring 19, or it may be some otherelastic type coupling having a natural frequency lower than anytorsional frequency induced either by the engine or the injection pumpper se. The inner tang of the clock spring 19 is shown penetratedradially into a slot arranged in the governor spindle 20, thus rotationof the pinion shaft 17 causes the governor spindle 20 to rotate with it.

The governor weights 116 are shown arranged in the conventional manneron the weight carrier 21, The weight carrier 21 is more clearly shown inFIGS. 10 and 11. THe outer shoulder of the weight carrier abuts againstthe thrust plate 22. An antifriction bearing 23 is shown interposedbetween the thrust plate 22 and the spacer 24. Centrifugal force of theweights 16 is transmitted by the fingers 25 to the thrust bearing 26 andto the shifter 27. The centrifugal force is counterbalanced by thesprings 28 and 29 which abut against the spindle cover 30 positioned inthe rear cover 2 and secured by the lock nut 31. Accordingly, it can beseen that the governor assembly is mounted in the pump housing 3parallel with the camshaft l1 and compactly arranged to occupy a minimumspace.

The governor is of the so-called movable fulcrum type. Three mainfunctions must be accomplished by the governor. These functions providefor the automatic timing adjustment, the delivery quantity control, andthe delivery programing to provide the proper output torque throughoutthe operating speed range of the engine.

These functions are accomplished in response to the governor operationwhich moves the shifter 27 in response to engine speed. The shifter 27moves axially on the governor spindle 20 to operate as a control memberto operate the control linkage.

The fuel injection pump consists essentially of a plurality of plungersoperated by a camshaft to sequentially pump fuel to a plurality ofcombustion chambers through delivery valves. A more detailed descriptionmay be had by reference to a copending patent application entitledMultiple Plunger Fuel Injection Pump of the same inventor and sameassignee, Ser. No. 65,202. A more limited description will be set forthin the following paragraphs to give the general background for theoperation of this invention.

Cam 67 is integral with camshaft 11 and causes the cam follower 68 torise and fall as the camshaft 11 rotates. The cam follower consists ofapin 69 carried in the follower sleeve 70 which is embraced by a bearingassembly 170. The bearing assembly 170 rotatably supports the roller 71.The follower plate 72 carries the plunger 73 with an adjusting spacer 74positioned intermediate these two elements. The plunger 73 extendsupwardly through the control sleeve 33 which is carried by a retainersleeve 41. The plunger 73 forms a pressurizing chamber 174 with thebarrel 75. Fuel delivery valve 76 is positioned immediately above thepressurizing chamber 174 with provisions for attachment to a fitting fora conduit to transmit fuel to a fuel injection nozzle.

The camshaft 11 is provided with a plurality of cam lobes as shown inFIGS. 3 and 4, which are angularly spaced about the periphery of thecamshaft. Each cam lobe sequentially operates a fuel injection pump asdescribed above, with the assembly as shown providing for six suchpumping pistons and cylinders.

For each plunger assembly, start of fuel injection occurs when the loweredge of the metering helix 32 on the plunger 73 registers with the loweredge of the control sleeve 33. This is shown in the enlarged view shownin FIG. 7. It is desirable to advance the beginning of injection as theengine speed increases. This is accomplished as described in thecopending application as referred to above by lowering the controlsleeve Timing advance is a function of engine speed. Briefly describingthis operation, the control rod 77 is rotated causing a lowering of pin40 carrying the retainer sleeve 41 and the control sleeve 33 whichlowers the control sleeve and initiates fuel injection at an earlierpoint in time. Conversely retardation of fuel injection is accomplishedby raising the sleeve 33 by the control rod 77 1 speeds decreasing fromthe rated speed. This is neceswhich will be described more fully insubsequent description.

Quantity control is controlled in response to engine speed to provideengine stability and to protect it against over speeding. It also iscontrolled externally by the operator through the throttle controllinkage. The quantity control is controlled by reciprocation of thecontrol rod 77, which in turn is connected through the control finger 40on the retainer sleeve 41 which carries the control sleeve 33. As therod 77 is reciprocated, the control sleeve 33 rotates about the axis ofthe plunger 73. This in turn controls the point in time at which thehelical groove 32 registers with the spill port 79. A clockwise rotationas viewed in a plan view would retard the register of the port 79 withthe helical groove 32 and therefore retard spill in the fuel injectioncycle and increase the quantity of fuel injected per cycle. Conversely,a counter-rotation of the control sleeve 33 would cause earlier registerin the cycle of the helical groove 32 in the plunger 73 with the spillport 79 and the control sleeve 33, and accordingly, decreases thequantity of fuel injection per cycle.

Graphically the operation of the cam for reciprocating the plunger 73 isillustrated in FIG. 12. The curve 80 illustrates the velocity of the camfollower as the cam rotates through the cam angle as indicated on theabscissa of the graph. The cam lift is the independent variable or theordinate of the graph. As the cam lobe initially engages the camfollower at point 0, the cam follower initials a velocity as indicated,until it reaches the constant velocity portion, as shown by the toplevel part of the curve. As the cam continues to rotate, the camfollower passes through the constant velocity portion of the cam profileand then the velocity of the cam follower begins to decrease until itnoses over the top of the cam at 60, as shown on the graph. At thispoint the cam lift is at the maximum height, which is approximately 10mm, as indicated on the graph. The cam lift is shown by the graph line81 and the maximum lift being at 60 rotation. Beyond this momentarypoint of dwell of the cam follower, the cam follower falls in accordancewith the profile of the cam lobe which is approximately a reversal ofthe movement shown on the graph.

While it is understood that the governor must provide a speed responsivemember to control the timing and the quantity of fuel injection, it mustalso limit the maximum fuel delivery of the pump throughout theoperating engine speed range, depending upon a number of parameterswhich vary, which in turn depend upon the engine itself or depend on thenature of the load driven by the engine. This last feature will becalled delivery programing.

The function of the delivery programer can be illustrated by a speedtorque curve. The typical speed torque curve provides a decreasingtorque at speeds higher than rated speed, and an increasing torque forsary to maintain stability of the engine, particularly when a load isplaced on the engine at rated speed, the torque must increase to peaktorque in order to carry the load and overcome stalling of the engine.With speeds lower than the peak torque speed on the speed torque curve,the torque decreases and the engine is operating under an unstablecondition. Also provisions must be maintained for cranking of the engineto assure that the engine will not stall at low speeds, and to provideadequate turn-over of the engine to maintain stable conditions once theengine is started.

To provide the desired speed torque characteristics for deliveryprograming, this invention provides an X- shaped lever 93 which isfulcrumed on a pin 34 which is fixed to the governor cover 4. The lowerarm of the X- lever carries a pin 35 which is positioned between .cheeksof the shifter 47.

In FIG. 1 the weight assembly is shown when the governor is understandstill conditions. Rotation of the weights will cause their outwardmovement and subsequent movement of the shifter 27 toward the rightcompressing the springs 28 and 29. This will cause the X-lever to rotatein a counterclockwise direction when viewed as shown in FIG. 1. Thetiming arm 83 will move upwardly. The timing arm 83 is connected throughthe timing link 36 with the timing screw 37 which is arranged cross-wisein the control rod 77. This linkage is also shown in FIG. 3. As the pumpspeed increases, the timing arm 83 of the X-lever 93 moves up therebytransmitting this movement through the timing link 36. Spherical portion39 of the timing screw 37 is moved upwardly causing the control rod 77to rotate counterclockwise as viewed in FIGS. 2, 3 and 4. The controlfinger 40 being attached to the retainer sleeve 41 causes the controlsleeve 33 to lower. The outer spherical portion of the control finger 40being spherical engages in the hole 42 of the control rod 77 and permitsrotation of the spherical end 40 in the control rod 77. Thecounterclockwise rotation of the control rod lowers the finger 40 andwith it the retainer sleeve 41 and the control sleeve 33 therebyadvancing the beginning of fuel injection.

Conversely, a decrease in engine speed will cause a clockwise rotationof the X-lever 93 and a clockwise rotation of the control rod 77 asviewed in FIGS. 2, 3 and 4 causing the control finger 40 to raise theretainer sleeve 41 and the control sleeve 33 thereby retardinginitiation of fuel injection.

Quantity regulation of fuel injection is accomplished through quantitycontrol arm of the X-lever 93. The pin 43 is engaged in the slot in thelower end of the torque link 44. The upper end of the torque link 44 isfulcrumed around pin 45 which is positioned in the upper end of thethrottle link 46. The lower end of the throttle link 46 is fulcrumed onthe pin 47 of the throttle crank 48. The throttle shaft 49 extendsthrough the governor cover 4 and is fixed on its outer end to thethrottle lever 50. Movement of the throttle lever will move the crank48. Referring to FIG. 1, the crank movement in the counterclockwisedirection will move pin 47 to the left which will cause the throttlelink 46 and the pin 45 to move to the left. The inner extension of pin45 is embraced in the cross slot 51 of the control rod 77. Movement ofpin 45 to the left will move the control rod 77 in the same direction;in other words, toward the drive end of the pump causing the controlsleeve 33 to rotate in a counterclockwise direction when viewed fromabove thereby increasing the fuel quantity. The spring 52 is arrangedaround the assembly of the torque link 44 and the throttle lever 46 insuch a way as to normally press the torque link 44 towards the pin 47.For a given position of the crank 48 an increase in engine speed causesthe pin 43 to move to the left, as shown in FIG. 1. This causes the linkassembly 44 and 46 to fulcrum around the pin 47 in a clockwise directionmoving the pin 45 to the right which is toward the rear of the pumprotating the control sleeve 33 in a clockwise direction when viewed fromthe above thereby reducing the pump delivery quantity.

Maximum fuel delivery at any speed is limited when the edge 53 of thetorque link 44 contacts the outside diameter of torque screw 54. Thetorque screw 54 is positioned in the upper end of the program link 55.The lower end of the program link is fulcrumed on pin 56 positioned inthe left arm or the program arm 86 of the X-lever 93. The spring 57forces the program link 55 against the maximum delivery screw 58 whichis ad justable from the outside of the pump assembly.

The operation of the multiple plunger fuel injection pump will bedescribed in the following paragraphs.

The camshaft 11 is driven by the engine 100. The camshaft carries aplurality of cam lobes which sequentially operate plungers in themultiple plunger fuel injection pump. The rotation of the camshaft 11bears a constant speed relation to the engine per se. As the camshaft 11rotates, the cam lobes cause the rise and fall of the cam follower 68 toreciprocate the plunger 73 within the control sleeve 33. This in turnpressurizes fuel in the pressurizing chamber 174 which is dischargedthrough the delivery valve 76 to a combustion chamber of the engine.

Simultaneously with rotation of the camshaft 11 the gear pump 60operates to pump fuel and the pump also drives the governor 16. The gearpump 60 receives fuel from the reservoir through the input passageconduit 15 and input port 63 and also draws fuel through the centralpassage 12 and the angular passage 13 drilled in the camshaft 11. Thesuction side of the supply pump draws fuel across the journaled portionof the shaft 11 seated in the recess 66 of the end plate 2, as well asacross the journaled portion 91 seated in end plate 1 connected to theannular passage 92 in the end of the journaled portion 91 and passage14. The fuel is then pumped through the outlet port 65 and the outletconduit 64 and delivered through the passage 9 to the in terior of thecavity 94 which encloses the high speed governor 125 and the camshaft11. Tile cavity 94 is filled with fuel at a pressure of approximately 10pounds per square inch. This in turn supplies fuel to the multipleplungers of the fuel injection pump.

The governor 125 includes fly weights 116 which expand and pivotoutwardly as the speed of the governor increases thereby moving theshifter 27 to the right and with the decrease in speed, the springs 28and 29 cause the shifter 27 to move to the left. The relative movementof the shifter 27 relative to the governor spindle provides a controlmember 27 for operation of the X- lever 93. Movement of the X-lever 93combined with movement of the throttle lever 50 controls the timing andfuel quantity delivered to the engine.

Considering the fuel injection system in the wide open position at ratedengine speed, the manual throttle 50 is resting against the high idlescrew 59. The throttle crank 48 is in the position shown in FIG. 1. Thegovernor weights 116 are in their outer position and the governorsprings 28 and 29 are fully compressed when the X-lever 93 has moved allthe way in the counterclockwise direction and the torque link 44contacts pin 47 while the edge 53 is in contact with the torque screw54. At this point pin 56 is in its lowest position and the outsidediameter of the torque screw 54 is contacting the edge 53 at its lowestpoint.

Assuming that the engine speed diminishes due to an overload, then thecentrifugal force of the governor weights 116 diminishes and thegovernor springs 28 and 29 move the shifter 27 to the left causing the Xlever to rotate in a clockwise direction. Torque link 44 now pivotsaround the contact points between the edge 53 and the torque screw 54.Pin 45 moves to the left causing the control rod 77 to move toward anincrease in pump delivery. At the same time pin 56 is moved upwardcausing the contact point between the edge 53 and the outside diameterof the torque screw 54 to move upward. At a certain intermediate enginespeed designed to correspond to the maximum torque output of the engine,the protruding nose of the edge 53 overrides the outside diameter of thetorque screw 54 causing the torque assembly 44 and control rod 77 tomove to the right thereby decreasing pump delivery and thereforedecreasing the engine torque.

At standstill the governor mechanism is in a position as shown inFIG. 1. The operator has put the manual throttle in wide open position.As the starter revolves the engine at low speed (150-250 rpm), therelative position of the links remains essentially the same. The upperportion of the edge 53 which now contacts the torque screw 54 isrecessed in respect to the rest of the edge profile allowing the controlrod to move farther to the left corresponding to an excess fuelquantity. As the engine starts firing and the engine speed begins toincrease, the shifter 27 moves to the right and pin 56 is pulled downand the outside diameter of the torque screw climbs over the nose of theedge 53 thereby cutting the pump delivery to a desirable lower level.Thus, to program the pump delivery at wide open throttle to anydesirable shape, we can change the profile of the ramp 53. Adjusting thetorque screw 53 up or down in the link 55 will vary the specific enginespeed at which the separate events in the torque program are initiated.Adjustment of the maximum torque screw 58 allows a variation of themaximum delivery of the pump at rated engine speed without initiallychanging the shape of the torque program.

Accordingly, the multiple plunger fuel injection pump as describedprovides for a high speed governor which occupies the limited space andwhich is posi tioned immediately adjacent the camshaft. The supply pumpdriven by the camshaft 11 is also nestled in a pocket in the end plateof the fuel injection pump requiring a very limited space. The linkageconnected between the governor and the control rod 77 is fitted adjacentthe cover of the fuel injection pump and requires a very limited spacewhile providing a dephasing of the fuel injection relative to the enginerotation. Accordingly, the timing mechanism changes the fuel injectionresponsive to engine speed. The fuel quantity controls the duration offuel injection, and the quantity of fuel injected for each cycle. Thespeed torque curve is programed according to profile of edge 53 andthrough the program link 55 which in turn can be ad justed to controlthe rated speed and the peak torque in response to the desired engineload. Accordingly, the compact arrangement provides a multiple plungerfuel injection pump which can be installed on a conventional dieselengine.

The embodiments of the invention in which an exclusive property orprivilege is claimed are defined as follows:

1. A multiple plunger fuel injection pump for an internal combustionengine comprising, a pump housing means defining a plurality of bores, aplunger received in each of said bores and defining a fuel injectionpumping chamber and a fuel supply chamber for each of said bores, saidpump housing means defining a fuel supply cavity in communication withsaid fuel supply chambers, a delivery valve in communication with eachof said fuel injection pumping chambers, each of said plungers definingpassage means selectively communicating between said injection pumpingchamber and said supply chamber for supplying fuel to said injectionpumping chamber, a camshaft in said fuel supply cavity sequentiallyreciprocating each of said plungers for discharge of fuel from saidinjection pumping chambers through said delivery valves, a controlsleeve mounted for reciprocal and rotational movement about each of saidplungers and defining port means with said plungers for controlling theclosing and opening of said passage means in each of said plungersbetween the supply chamber and the fuel injection chamber, a governorhaving a speed responsive control member mounted in said fuel supplycavity of said housing and lying adjacent said camshaft, a fuel supplypump including a drive gear mounted on said camshaft and a driven gearconnected and driving said governor, conduit means adapted forconnection to a fuel reservoir for supplying fuel to said fuel supplypump, conduit means connecting the high pressure side of said supplypump to the fuel supply cavity within said housing means, a control rodhaving means connected to each of said control sleeves for reciprocatingand rotating said control sleeves in response to rotation and reciprocalmovement of said control rod, a control linkage connected between saidcontrol member on said governor and said control rod to thereby transmitmovement from said control member to said control rod, 21 throttlelinkage connected to said control linkage to thereby provide means forcontrolling the timing and quantity and programing of fuel injection ofsaid fuel injection pump in response to speed and load of said engine.

2. A multiple plunger fuel injection pump for an internal combustionengine as set forth in claim 1 wherein said pump housing means includesan end plate defining pockets therein, said drive and driven gears ofsaid fuel supply pump received in said pockets, a cover plate coveringthe pockets receiving said drive and driven gears to thereby provide afuel supply pump within the end of said housing means for supplying fuelto said multiple plunger fuel injection pump.

3. A multiple plunger fuel injection pump for an internal combustionengine as set forth in claim 1 wherein said housing means includes endplates defining pockets on their inner sides for receiving journaledportions of said camshaft and supporting the ends of said camshaft, saidcamshaft defines a central opening extending through said camshaft,passage means connected between the low pressure side of said fuelsupply pump and to a point adjacent to the outer side of the journaledportions of said camshaft to thereby draw fuel for lubrication andcooling of the journaled portions of said drive shaft when said pump isin operation.

4. A multiple plunger fuel injection pump for an in ternal combustionengine as set forth in claim 1 wherein said fuel supply pump includessaid drive gear and driven gear having a 4:1 ratio and said governorrotates at four times the speed of the camshaft with said camshaftrotating at one-half the engine speed thereby providing a compact highspeed governor for controlling fuel injection.

5. A multiple plunger fuel injection pump for an internal combustionengine as set forth in claim 1 wherein said housing means defining saidfuel supply cavity includes means supporting said camshaft for rotationin said cavity, means for supporting said governor adjacent to saidcamshaft in said fuel supply cavity to thereby provide a compactarrangement of said governor in said multiple plunger fuel injectionpump.

6. A multiple plunger fuel injection pump for an internal combustionengine as set forth in claim 1 including means rotatably supporting saidcamshaft and defining an axis of rotation, means rotatably supportingsaid governor and defining an axis of rotation in parallel with the axisof rotation of said camshaft.

7. A multiple plunger fuel injection pump for an internal combustionengine as set forth in claim 1 wherein said governor defines acentrifugal type governor, spring means connected between the drivengear of said fuel supply pump and said governor driving said governor tothereby eliminate torsional vibrations in said governor drive.

8. A multiple plunger fuel injection pump for an internal combustionengine as set forth in claim 1 including means rotatably supporting saidcamshaft in said pump housing means, means rotatably supporting saidgovernor for rotation about an axis immediately below said camshaft tothereby provide a compact arrangement of said multiple plunger fuelinjection pump.

9. A multiple plunger fuel injection pump for an internal combustionengine as set forth in claim 1 wherein said control linkage includes aflat control linkage extending downwardly from said control rod adjacentsaid camshaft and pivotally supported in the side portion of saidhousing means for connection to the speed responsive member of saidgovernor to thereby limit the space requirements of said controllinkage.

. 10. A multiple plunger fuel injection pump for an internal combustionengine as set forth in claim 1 wherein said control linkage comprises aplurality of flat elements connected between said control rod downwardlyadjacent said camshaft to control member to thereby operate within alimited lateral space in said housing.

1. A multiple plunger fuel injection pump for an internal combustionengine comprising, a pump housing means defining a plurality of bores, aplunger received in each of said bores and defining a fuel injectionpumping chamber and a fuel supply chamber for each of said bores, saidpump housing means defining a fuel supply cavity in communication withsaid fuel supply chambers, a delivery valve in communication with eachof said fuel injection pumping chambers, each of said plungers definingpassage means selectively communicating between said injection pumpingchamber and said supply chamber for supplying fuel to said injectionpumping chamber, a camshaft in said fuel supply cavity sequentiallyreciprocating each of said plungers for discharge of fuel from saidinjection pumping chambers through said delivery valves, a controlsleeve mounted for reciprocal and rotational movement about each of saidplungers and defining port means with said plungers for controlling theclosing and opening of said passage means in each of said plungersbetween the supply chamber and the fuel injection chamber, a governorhaving a speed responsive control member mounted in said fuel supplycavity of said housing and lying adjacent said camshaft, a fuel supplypump including a drive gear mounted on said camshaft and a driven gearconnected and driving said governor, conduit means adapted forconnection to a fuel reservoir for supplying fuel to said fuel supplypump, conduit means connecting the high pressure side of said supplypump to the fuel supply cavity within said housing means, a control rodhaving means connected to each of said control sleeves for reciprocatingand rotating said control sleeves in response to rotation and reciprocalmovement of said control rod, a control linkage connected between saidcontrol member on said governor and said control rod to thereby transmitmovement from said control member to said control rod, a throttlelinkage connected to said control linkage to thereby provide means forcontrolling the timing and quantity and programing of fuel injection ofsaid fuel injection pump in response to speed and load of saidengine.
 1. A multiple plunger fuel injection pump for an internalcombustion engine comprising, a pump housing means defining a pluralityof bores, a plunger received in each of said bores and defining a fuelinjection pumping chamber and a fuel supply chamber for each of saidbores, said pump housing means defining a fuel supply cavity incommunication with said fuel supply chambers, a delivery valve incommunication with each of said fuel injection pumping chambers, each ofsaid plungers defining passage means selectively communicating betweensaid injection pumping chamber and said supply chamber for supplyingfuel to said injection pumping chamber, a camshaft in said fuel supplycavity sequentially reciprocating each of said plungers for discharge offuel from said injection pumping chambers through said delivery valves,a control sleeve mounted for reciprocal and rotational movement abouteach of said plungers and defining port means with said plungers forcontrolling the closing and opening of said passage means in each ofsaid plungers between the supply chamber and the fuel injection chamber,a governor having a speed responsive control member mounted in said fuelsupply cavity of said housing and lying adjacent said camshaft, a fuelsupply pump including a drive gear mounted on said camshaft and a drivengear connected and driving said governor, conduit means adapted forconnection to a fuel reservoir for supplying fuel to said fuel supplypump, conduit means connecting the high pressure side of said supplypump to the fuel supply cavity within said housing means, a control rodhaving means connected to each of said control sleeves for reciprocatingand rotating said control sleeves in response to rotation and reciprocalmovement of said control rod, a control linkage connected between saidcontrol member on said governor and said control rod to thereby transmitmovement from said control member to said control rod, a throttlelinkage connected to said control linkage to thereby provide means forcontrolling the timing and quantity and programing of fuel injection ofsaid fuel injection pump in response to speed and load of said engine.2. A multiple plunger fuel injection pump for an internal combustionengine as set forth in claim 1 wherein said pump housing means includesan end plate defining pockets therein, said drive and driven gears ofsaid fuel supply pump received in said pockets, a cover plate coveringthe pockets receiving said drive and driven gears to thereby provide afuel supply pump within the end of said housing means for supplying fuelto said multiple plunger fuel injection pump.
 3. A multiple plunger fuelinjection pump for an internal combustion engine as set forth in claim 1wherein said housing means includes end plates defining pockets on theirinner sides for receiving journaled portions of said camshaft andsupporting the ends of said camshaft, said camshaft defines a centralopening extending through said camshaft, passage means connected betweenthe low pressure side of said fuel supply pump and to a point adjacentto the outer side of the journaled portions of said camshaft to therebydraw fuel for lubrication and cooling of the journaled portions of saiddrive shaft when said pump is in operation.
 4. A multiple plunger fuelinjection pump for an internal combustion engine as set forth in claim 1wherein said fuel supply pump includes said drive gear and driven gearhaving a 4:1 ratio and said governor rotates at four times the speed ofthe camshaft with said camshaft rotating at one-half the engine speedthereby providing a compact high speed governor for controlling fuelinjection.
 5. A multiple plunger fuel injEction pump for an internalcombustion engine as set forth in claim 1 wherein said housing meansdefining said fuel supply cavity includes means supporting said camshaftfor rotation in said cavity, means for supporting said governor adjacentto said camshaft in said fuel supply cavity to thereby provide a compactarrangement of said governor in said multiple plunger fuel injectionpump.
 6. A multiple plunger fuel injection pump for an internalcombustion engine as set forth in claim 1 including means rotatablysupporting said camshaft and defining an axis of rotation, meansrotatably supporting said governor and defining an axis of rotation inparallel with the axis of rotation of said camshaft.
 7. A multipleplunger fuel injection pump for an internal combustion engine as setforth in claim 1 wherein said governor defines a centrifugal typegovernor, spring means connected between the driven gear of said fuelsupply pump and said governor driving said governor to thereby eliminatetorsional vibrations in said governor drive.
 8. A multiple plunger fuelinjection pump for an internal combustion engine as set forth in claim 1including means rotatably supporting said camshaft in said pump housingmeans, means rotatably supporting said governor for rotation about anaxis immediately below said camshaft to thereby provide a compactarrangement of said multiple plunger fuel injection pump.
 9. A multipleplunger fuel injection pump for an internal combustion engine as setforth in claim 1 wherein said control linkage includes a flat controllinkage extending downwardly from said control rod adjacent saidcamshaft and pivotally supported in the side portion of said housingmeans for connection to the speed responsive member of said governor tothereby limit the space requirements of said control linkage.